Electrified air system for removing cold start aids

ABSTRACT

An intake system for use with an internal combustion engine having one or more cylinders. The intake system including a compressor assembly having an inlet and an outlet, and where the outlet is configured to be open to and in fluid communication with at least one of the one or more cylinders. The intake system also includes a passageway extending between and in fluid communication with the inlet and the outlet and configured to direct a first flow of gasses and a controller in operable communication with the compressor assembly. Where the intake system is operable in a first mode in which the majority of gasses of the first flow of gasses flow through the passageway toward the outlet, and a second mode in which the majority of gasses of the first flow of gasses flow through the passageway toward the inlet.

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application is a continuation of U.S. patent applicationSer. No. 16/533,405, filed Aug. 6, 2019 which in turn is a formalizationof Provisional Patent Application No. 62/773,137 filed Nov. 29, 2018.Both references are hereby incorporated by reference.

FIELD OF THE INVENTION

The present disclosure relates to a power unit having an electrified airsystem and controller configured to enact various protection modes tocompensate for cold-start conditions.

BACKGROUND

Conventional engines use engine de-rating (e.g., limiting the amount offuel injected into the cylinders during operation) to avoid operatingconditions approaching the engine's design limits.

SUMMARY

In one aspect, an intake system for use with an internal combustionengine having at least one cylinder, the intake system including acompressor assembly having a compressor housing and a compressor wheelmovable with respect to the compressor housing, where the compressorhousing includes a compressor inlet and a compressor outlet, and wherethe compressor assembly is operable in an activated configuration inwhich the compressor wheel is driven relative to the compressor housing,and a deactivated configuration in which the compressor wheel is notdriven relative to the compressor housing, a passageway having a firstend open to and in fluid communication with the inlet of the compressorassembly and a second end open to and in fluid communication with theoutlet of the compressor assembly, a valve at least partially positionedwithin the passageway and adjustable between an open configuration, inwhich the first end is in fluid communication with the second end viathe passageway, and a closed configuration, in which the first end isnot in fluid communication with the second end via the passageway, and acontroller in operable communication with the compressor assembly andthe valve, where the controller is operable in a first mode in which thecompressor assembly is in the activated configuration and the valve isin the open configuration.

In another aspect, an intake system for use with an internal combustionengine having one or more cylinders, the intake system including acompressor assembly having an inlet and an outlet, and where the outletis configured to be open to and in fluid communication with at least oneof the one or more cylinders, a passageway extending between and influid communication with the inlet and the outlet, and where the intakesystem is operable in a first mode in which the majority of gasses flowthrough the passageway in a first direction toward the outlet, and asecond mode in which the majority of gasses flow through the passagewayin a second direction opposite the first direction and toward the inlet.

In another aspect, an internal combustion engine including a block, ahead coupled to the block to at least partially define a cylindertherebetween, and a compressor assembly having an inlet and an outlet influid communication with the cylinder, where the compressor is operablein a first mode in which a first portion of the gasses exiting theoutlet are directed to the cylinder and a second portion of the gassesexiting the outlet is recirculated back to the inlet.

In another aspect, an intake system for use with an internal combustionengine having one or more cylinders, the intake system including acompressor assembly having an inlet and an outlet, and where the outletis configured to be open to and in fluid communication with at least oneof the one or more cylinders. The intake system also including apassageway extending between and in fluid communication with the inletand the outlet and configured to direct a first flow of gasses, and acontroller in operable communication with the compressor assembly, wherethe intake system is operable in a first mode in which the majority ofgasses of the first flow of gasses flow through the passageway towardthe outlet, and a second mode in which the majority of gasses of thefirst flow of gasses flow through the passageway toward the inlet.

In another aspect, an intake system for use with an internal combustionengine having one or more cylinders, the intake system including acompressor assembly having an inlet and an outlet, and where the outletis configured to be in fluid communication with at least one of the oneor more cylinders, where the compressor is adjustable between anactivated configuration and a deactivated configuration. The intakesystem also includes a passageway extending between and in fluidcommunication with the inlet and the outlet, a valve in operablecommunication with the passageway, where the valve is adjustable betweenan open configuration in which gasses may flow through the passageway,and a closed configuration in which gasses cannot flow through thepassageway. The intake system also includes a controller in operablecommunication with the compressor assembly, the valve, and the internalcombustion engine, where the controller is configured to detect when acold-start condition exists, and where the controller is configured tooutput signals to the valve and the compressor assembly so that thevalve is in an open configuration and the compressor assembly in anactivated configuration in response to the detection of a cold-startcondition is detected.

In another aspect, an intake system for use with an internal combustionengine having one or more cylinders, the intake system including acompressor assembly having an inlet and an outlet, and where the outletis configured to be in fluid communication with at least one of the oneor more cylinders, where the compressor is adjustable between anactivated configuration in which a first flow of gasses is dischargedfrom the outlet and a deactivated configuration, and a controller inoperable communication with the compressor assembly and the valve andthe internal combustion engine, where the intake system is operable in aboosted configuration, in which the first flow of gasses is directed tothe at least one of the one or more cylinders of the internal combustionengine, a non-boosted configuration, in which the compressor assembly isin the deactivated configuration, and a recirculation configuration, inwhich the first flow of gasses is directed toward the at least one ofthe one or more cylinders of the internal combustion engine and to theinlet of the compressor assembly.

In another aspect, an intake system for use with an internal combustionengine having one or more cylinders, the intake system including acompressor assembly having an inlet and an outlet, and where the outletis configured to be in fluid communication with at least one of the oneor more cylinders, where the compressor is adjustable between anactivated configuration and a deactivated configuration, a passagewayextending between and in fluid communication with the inlet and theoutlet, the passageway having a first end proximate the inlet and asecond end proximate the outlet, and a valve in operable communicationwith the passageway, where the valve is adjustable between an openconfiguration in which gasses may flow through the passageway, and aclosed configuration in which gasses cannot flow through the passageway,and where the valve is configured to adjust from the closedconfiguration to the open configuration in response to a pressuredifferential across the valve exceeding a predetermine minimum value.

Other aspects of the disclosure will become apparent by consideration ofthe detailed description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of a power unit having an electrified airsystem including a turbocharger.

FIGS. 2-7 illustrate various operating conditions of the power unit.

FIG. 8 is a schematic view of another implementation of the power unitof FIG. 1 having an electrified air system including a compressor.

FIG. 9 illustrates another implementation of the electrified air systemwith the valve in the closed configuration.

FIG. 10 illustrates the electrified air system of FIG. 9 with the valvein the open configuration.

FIG. 11 is a schematic view of the electrified air system of FIG. 9 inthe boosted mode.

FIG. 12 is a schematic view of the electrified air system of FIG. 9 inthe non-boosted mode.

FIG. 13 is a schematic view of the electrified air system of FIG. 9 inthe recirculating mode.

DETAILED DESCRIPTION

Before any embodiments of the disclosure are explained in detail, it isto be understood that the disclosure is not limited in its applicationto the details of the formation and arrangement of components set forthin the following description or illustrated in the accompanyingdrawings. The disclosure is capable of supporting other implementationsand of being practiced or of being carried out in various ways.

The disclosure generally relates to a controller for use with a powerunit having an electrified air system. More specifically, the disclosuregenerally relates to a controller configured to monitor and record theoperating conditions of the engine, intake system, exhaust system, andthe like, and utilizes the collected data to determine when a hazardcondition exists. The controller then outputs signals to the electrifiedair system component (e.g., an electrically powered compressor or anelectrically assisted turbocharger) to enact non-deratingcountermeasures to eliminate the hazard condition without de-rating theengine itself (e.g., reducing the overall power output by the powerunit). For the purposes of this application, a hazard condition includesany operating condition where the elements of the power unit areproximate to or at their corresponding design limits. In otherembodiments, a hazard condition may also include conditions areproximate to or at their corresponding emissions or thermal limits.

By utilizing the electrified air system components, the power unit isable to operate closer to its operating limitations while minimizing therisk of causing undue damage to the power unit itself. The controllerand electrified air system components can also be used to harnesselectrical energy from the power unit that can later be used tosupplement the output of the internal combustion engine and compensatefor any loss in power a particular countermeasure may cause (describedbelow). Still further, the electrified air system can be used to assistin cold-start situations by re-circulating the intake airflow throughone of an electrified compressor or electrified turbocharger to warm theairflow when a cold-start situation is detected. The recirculatingcapabilities of the electrified air system can also be used to keep thecompressor of the electrified air system on the compressor map, avoidingstalling if airflow into the engine drops too low.

Referring to FIG. 1, a power unit 10 includes an internal combustionengine (ICE) 14, an electrified air system (EAS) 16 in operablecommunication with the ICE 14, a supplemental power unit 22 (e.g., astarter/generator) in operable communication with the EAS 16 and the ICE14, and a controller 26. The ICE 14 of the power unit 10, in turn,includes one or more cylinders (not shown), an intake manifold 30 inoperable communication with the cylinders, an exhaust manifold 34 inoperable communication with the cylinders, a crank shaft 36 as is wellknown in the art, and a starter motor 40 to aid in starting the ICE 14(e.g., by rotating the crank shaft 36). During use, air is directed intothe ICE 14 via the intake manifold 30, the ICE 14 uses the air to rotatethe crank shaft 36 in a first direction A via combustion, and then theICE 14 expels heated exhaust gasses into the exhaust manifold 34.

Illustrated in FIG. 1, the EAS 16 includes an electrically assistedturbocharger 18 having a compressor assembly 38, a turbine assembly 42,a motor-generator unit 46, and a shaft 50 operably connecting thecompressor assembly 38, the turbine assembly 42, and the motor-generatorunit 46. In alternative implementations, the EAS 16 may also include anelectrically assisted compressor assembly 20′ (described below, see FIG.8).

The turbine assembly 42 of the turbocharger 18 includes a turbinehousing 54 and a turbine wheel 58 positioned within and rotatable withrespect to the turbine housing 54. The turbine wheel 58, in turn, iscoupled to and supported by the shaft 50 such that the two elementsrotate together as a unit. During use, the turbine assembly 42 receivesheated exhaust gases from the exhaust manifold 34 of the ICE 14 whichpass over blades of the turbine wheel 58 resulting in a torque androtational speed of shaft 50 driving compressor wheel 66 in rotationaldirection B. The torque generated by the turbine wheel 58 is generallyproportional to the exhaust gas flow rate (EGFR) flowing through theturbine housing 54 at any given period of time. The EGFR, in turn, isgenerally dependent upon the operating conditions of the ICE 14 (e.g.,the crank shaft speed, engine load, and/or throttle position). As such,the higher the EGFR, the greater the torque applied to the shaft 50 bythe turbine wheel 58 and the faster the shaft assembly (e.g., the shaft50, the compressor wheel 66, and the rotor 74) rotates.

The compressor assembly 38 of the turbocharger 18 includes a compressorhousing 62 and a compressor wheel 66 positioned within and rotatablewith respect to the compressor housing 62. The compressor wheel 66 inturn is coupled to and supported by the shaft 50 such that thecompressor wheel 66 and the shaft 50 rotate together as a unit. As thecompressor wheel 66 rotates relative to the compressor housing 62, thecompressor wheel 66 draws ambient air into the compressor housing 62,compresses the air, and directs the resulting compressed air into theintake manifold 30. At a fixed engine speed, the flow rate and pressureat which air is directed into the intake manifold 30 is generallyproportional to the speed at which the compressor wheel 66 is rotatingrelative to the compressor housing 62. As such, the faster thecompressor wheel 66 rotates relative to the compressor housing 62, thegreater the air flow and air pressure directed into the intake manifold30.

The motor or motor-generator unit 46 of the turbocharger 18 includes astator 70, and a rotor 74 rotatable with respect to the stator 70. Therotor 74 is coupled to and supported by the shaft 50 such that the rotor74 and the shaft 50 rotate together as a unit. In the illustratedimplementation, the motor 46 is operable in a free-wheel mode, a drivemode, and a generator mode. In the free-wheel mode, the rotor 74 rotatesfreely relative to the stator 70 exerting little to no torque on theshaft 50. In the drive mode, the motor 46 receives electrical energyfrom the controller 26 (discussed below) and uses the energy tophysically drive the rotor 74 relative to the stator 70 causing themotor 46 to apply torque to the shaft 50 in the first rotationaldirection B. While operating in the drive mode, the magnitude of torqueapplied by the motor 46 to the shaft 50 can be adjusted via thecontroller 26. In the generator mode, the motor 46 acts as a generatorreceiving input torque from the shaft 50 and outputting electricalenergy. More specifically, during the generator mode the shaft 50 drivesthe rotor 74 relative to the stator 70 (e.g., the motor 46 resists therotation of the shaft 50 placing a load thereon) causing the motor 46 togenerate electrical energy that is output to an energy storage device 78or the supplemental power unit 22 by the controller 26. While operatingin the generator mode, the magnitude of the resistance applied to theshaft 50 can be adjusted via the controller 26.

During use, the electrically assisted turbocharger 18 is operable in afirst or default configuration 1000, a second or power assistconfiguration 1004, and a power harvesting configuration 1008. Whileoperating in the first or default configuration 1000, the motor 46 isplaced in the free-wheel mode and the turbine assembly 42 drives thecompressor assembly 38 via the shaft 50. More specifically, the turbineassembly 42 receives heated exhaust gases from the exhaust manifold 34causing the turbine assembly 42 to apply torque to the shaft 50 in thefirst direction B at a magnitude generally corresponding to the EGFR(described above). The shaft 50, in turn, drives the compressor wheel 66relative to the compressor housing 62 causing the compressor assembly 38to output compressed air to the intake manifold 30 as described above.During the first mode of operation 1000, the motor 46 remains in thefree-wheel mode (described above) and therefore does not assist orrestrict the rotation of the shaft 50.

While operating in the power assist configuration 1004, the motor 46 isplaced in the drive mode causing the turbine assembly 42 and motor 46both drive the compressor assembly 38 via the shaft 50. Morespecifically, the turbine assembly 42 receives heated exhaust gases fromthe exhaust manifold 34 causing the turbine assembly 42 to apply torqueto the shaft 50 in the first direction B at a magnitude generallycorresponding to the EGFR (described above). Concurrently, electricalenergy is directed to the motor 46 by the controller 26 causing themotor 46 to also apply torque to the shaft 50 in the first direction Bat a magnitude dictated by the controller 26. By doing so, the torqueapplied to the shaft 50 by the motor 46 supplements the torque producedby the turbine assembly 42 causing the shaft 50 and the compressor wheel66 to rotate faster and output more compressed air than would normallybe possible for a given EGFR. Stated differently, in the power assistconfiguration 1004 the motor 46 is used to speed up or accelerate therotation of the shaft 50 in the first direction B.

While operating in the third or power harvesting configuration 1008, themotor 46 is placed in the generator mode causing the turbine assembly 42to drive both the compressor assembly 38 and the motor 46 via the shaft50. More specifically, the turbine assembly 42 receives heated exhaustgases from the exhaust manifold 34 causing the turbine assembly 42 toapply torque to the shaft 50 in the first direction B at a magnitudegenerally corresponding to the EGFR. The shaft 50, in turn, drives boththe compressor wheel 66 and the rotor 74 causing the compressor assembly38 to output compressed air to the intake manifold 30 and the motor 46to generate electrical energy. Furthermore, operation of the motor 46 inthe generator mode causes the motor 46 to resist the rotation of theshaft 50 (e.g., exerting a torque against the shaft 50 in a secondrotational direction C opposite the first rotational direction B). Assuch, the motor 46 produces a braking effect causing the shaft 50 torotate at a slower speed than would normally be expected for a givenEGFR. In the illustrated implementation, the level of resistance appliedto the shaft 50 by the motor 46 can be adjusted by the controller 26.Stated differently, in the power harvesting configuration 1008 the motor46 is used to slow down or decelerate the rotation of the shaft 50 inthe first direction B.

Illustrated in FIG. 1, the supplemental power unit 22 of the power unit10 includes an electrical motor in operable communication with the ICE14 and configured to selectively apply torque to the crank shaft 36thereof. During use, the supplemental power unit 22 is operable in adrive configuration, in which electrical energy is directed to the powerunit 10 by the controller 26 (e.g., from the energy storage device 78)causing the supplemental power unit 22 to apply torque to the crankshaft 36 in the first direction A and supplement the power produced bythe ICE 14.

The power unit 10 also includes an exhaust aftertreatment system (EATS)82 positioned downstream of the turbocharger 18 and configured to treatthe exhaust gasses of the power unit 10. More specifically, the EATS 82is positioned downstream of the turbine assembly 42 and is configured toreceive the exhaust gasses therefrom, treat the exhaust gasses, andoutput the treated gasses into the surrounding atmosphere.

Illustrated in FIG. 1, the controller 26 includes a processor 86, amemory unit 90 in operable communication with the processor 86, one ormore sensors sending and receiving signals with the processor 86. Theprocessor 86 is also in operable communication with various elements ofthe power unit 10 including, but not limited to, the ICE 14, the EAS 16,the supplemental power unit 22, the energy storage device 78, and theexhaust aftertreatment system 82. During use, the processor 86 isconfigured to receive signals from the one or more sensors, input thereceived information into one or more predetermined control algorithmsto determine when a hazard condition exists (e.g., when an operatingcondition is approaching its design limits), and output signals to theEAS 16, the supplemental power unit 22, and/or the energy storage device78 to minimize or eliminate any potentially damaging attributes withoutde-rating the overall output of the power unit 10 (e.g., substantiallymaintaining the overall output of the power unit 10).

In the illustrated implementation, the controller 26 includes aturbocharger speed sensor 98, a compressor out temperature sensor 102,an exhaust manifold temperature sensor 106, an air/fuel ratio sensor110, a cylinder pressure sensor 114, and an ambient pressure sensor 116.Although not illustrated, the controller 26 may also include additionalsensors such as, but not limited to, an exhaust flow sensor, an exhaustmanifold pressure sensor, an intake manifold pressure sensor, an intakemanifold flow sensor, a crankshaft speed sensor, a throttle positionsensor, a compressor inlet sensor, a fuel injector flow sensor, anexhaust gas recirculation flow sensor, and the like. While the sensorsof the illustrated implementation are electronic in nature, it is to beunderstood that in alternative implementations the controller 26 andsensors may be mechanical in nature or be virtually modeled based atleast in part on other sensor readings.

The turbocharger speed sensor 98 includes a sensor configured to outputa signal corresponding to the real-time rotational speed and directionof the shaft 50 of the turbocharger 18 (e.g., the shaft speed 118). Insome implementations, the turbocharger speed sensor 98 may include asensor being directly connected to or in operable communication with theshaft 50. However, in alternative implementations, the real-time shaftspeed 118 may be calculated by the controller 26 at least partiallydependent upon the exhaust flow rate, exhaust manifold pressure, and theintake manifold pressure. In still other implementations, the rotationalspeed of the shaft 50 may be calculated using turbocharger maps if theturbine inlet and outlet conditions are known (e.g., the conditions ofexhaust flowing into and out of the turbine assembly 42).

The compressor out temperature sensor 102 includes a sensor configuredto output a signal corresponding to the temperature of the compressedair being exhausted by the compressor assembly 38 of the turbocharger 18(e.g., the compressor out temperature 122). In some implementations, thecompressor out temperature sensor 102 may include a thermocouplepositioned within the flow of compressed air exhausted by the compressorassembly 38. However, in alternative implementations, the compressor outtemperature 122 may be calculated by the controller 26 based at least inpart on the compressor air inlet conditions, the compressor air outletconditions, the intake air flow rate, and the turbocharger rotationalspeed.

The exhaust manifold temperature sensor 106 includes a sensor configuredto output a signal corresponding to the temperature of the gassesflowing through the exhaust manifold 34 (e.g., the exhaust temperature126). In some implementations, the exhaust manifold temperature sensor106 may include a thermocouple positioned within the flow of gassespassing through the exhaust manifold 34. However, in alternativeimplementations, the exhaust temperature 126 can be calculated by thecontroller 26 based at least in part on the intake air flow, theair/fuel ratio, the exhaust flow, and the exhaust manifold pressure.

The air/fuel sensor 110 includes a sensor configured to output a signalcorresponding to the ratio of air to fuel within the cylinders of theICE 14 (e.g., the air/fuel ratio 130). In some implementations, theair/fuel sensor 110 can include a detector positioned within the intakemanifold 30 of the ICE 14. However, in alternative implementations, theair/fuel ratio 130 can be calculated by the controller 26 based at leastin part on the injected fuel mass, the exhaust gas recirculation flowrate, a combustion products calculation, and the flow of fresh airentering the ICE 14.

The cylinder pressure sensor 114 is configured to output a signalcorresponding to the pressure of the gasses within the cylinders of theICE 14 (e.g., the cylinder pressure 134). In some implementations, thecylinder pressure sensor 114 may include a pressure sensor in fluidcommunication with at least one cylinder of the ICE 14. However, inalternative implementations, the cylinder pressure 134 may be calculatedby the controller 26 based at least in part on the intake manifoldpressure, the intake air flow rate, and the injected fuel mass.

The ambient air pressure sensor 116 is configured to output a signalcorresponding to the ambient air pressure in the atmosphere surroundingthe power unit 10 (e.g., outside the ICE 14). In other implementations,the ambient air pressure sensor 116 may be used to determine theelevation at which the power unit 10 is operating. In still otherimplementations, the ambient air pressure sensor 116 may include or worktogether with a GPS system to determine elevation directly (e.g., viaground models and location data).

In some implementations, the processor 86 of the controller 26 isconfigured to monitor the real-time shaft speed 118 of the turbochargershaft 50 and adjust the operating conditions of the power unit 10 when apotential turbocharger over-speed condition is detected. To do so, theprocessor 86 receives a constant stream of data from the turbochargerspeed sensor 98 indicating the real-time shaft speed 118 of the shaft50. The processor 86 then compares the real-time shaft speed 118 to apre-determined maximum rotational limit 138. If the real-time shaftspeed 118 is less than the maximum rotational limit 138, the processor86 is configured to permit the turbocharger 18 to continue operating inthe default configuration 1000 (see FIG. 2). However, if the detectedreal-time shaft speed 118 is greater than or equal to the maximumrotational limit 138, a hazard condition exists and the processor 86 isconfigured enact a non-derating countermeasure to slow the shaft 50 andavoid potentially dangerous operating conditions. As discussed above, anon-derating countermeasure is a countermeasure configured to alter orlimit the potentially dangerous operating conditions without reducingthe power output of the overall power unit 10.

In the illustrated implementation, the processor 86 enacts anon-derating countermeasure in response to the hazard condition byswitching the turbocharger 18 into the power harvesting configuration1008. To do so, the processor 86 sends signals to the motor 46instructing the motor 46 to change into the generator mode (describedabove). Once in the generator mode, the motor 46 resists the rotation ofthe shaft 50 thereby reducing the shaft speed 118. In the presentimplementation, the magnitude of the resisting force exerted by themotor 46 onto the shaft 50 may be actively adjusted by the processor 86.As such, the processor 86 is able to actively control the shaft speed118.

In addition to reducing the shaft speed 118, the motor 46 also produceselectrical energy, as described above. The generated energy, in turn, isdirected to the supplemental power unit 22 by the processor 86 causingthe supplemental power unit 22 to exert supplemental torque to the crankshaft 36 of the ICE 14 in the first direction A. As such, any reductionin ICE 14 output that may result from the slower shaft speed 118 of theturbocharger 18 (e.g., less boost provided to the ICE 14) can at leastbe at least partially compensated for by the output of the supplementalpower unit 22. Furthermore, the electrical energy generated by the motor46 minimizes any energy draw from the energy storage device 78. In all,the reduced shaft speed 118 and supplemental torque allow the power unit10 to substantially maintain its overall power output (e.g., the ICE 14and supplemental power unit 22 together) while removing the potentiallydamaging turbocharger over speed hazard condition.

Once the real-time shaft speed 118 falls below a pre-determined rotationactivation limit 142, the processor 86 is configured to return theturbocharger 18 to its initial operating conditions (e.g., the defaultconfiguration, described above). By doing so the motor 46 is returned tothe free wheel mode of operation 1000, removing the resistance from theshaft 50. The supplemental power unit 22 may also stop applying torqueto the crank shaft 36 once the power output of the ICE 14 returns to itsanticipated level. In the illustrated implementation, the rotationactivation limit 142 is less than the maximum rotational limit 138 (seeFIG. 2); however in alternative implementations, the rotation activationlimit 142 and the maximum rotation limit 138 may be the same.

In other implementations, the processor 86 of the controller 26 isconfigured to monitor the real-time compressor out temperature 122 andadjust the operating conditions of the power unit 10 when the compressorout temperature 122 exceeds a predetermined limit (see FIG. 3). To doso, the processor 86 receives a constant stream of data from thecompressor out temperature sensor 102 indicating the real-timecompressor out temperature 122. The processor 86 then compares thecompressor out temperature 122 to a pre-determined maximum compressortemperature limit 146. If the detected compressor out temperature 122 isless than the maximum compressor temperature limit 146 the processor 86is configured to permit the turbocharger 18 to continue to operate as is(e.g., in the default mode). However, if the detected real-timecompressor out temperature 122 is greater than the maximum compressortemperature 146, a hazard condition exists and the processor 86 isconfigured to enact a non-derating countermeasure to reduce thecompressor out temperature 122.

In the illustrated implementation, the processor 86 enacts anon-derating countermeasure by switching the turbocharger 18 into thepower harvesting configuration. To do so, the processor 86 sends signalsto the motor 46 causing the motor 46 to change into the generator mode(described above). By doing so, the motor 46 begins to resist therotation of the shaft 50 by placing a load thereon. Once in thegenerator mode, the motor 46 resists the rotation of the shaft 50thereby reducing the shaft speed 118 and, as a corollary, slowing thecompressor wheel 66 of the compressor assembly 38 and reducing thecompressor out temperature 122. Depending on the specific controlalgorithms present, the magnitude of the resisting force exerted by themotor 46 onto the shaft 50 may be actively adjusted allowing theprocessor 86 to actively adjust the speed at which the shaft 50decelerates and the rate at which the compressor out temperature 122 isreduced.

In addition to reducing the compressor out temperature 122, the motor 46also produces electrical energy driving the supplemental power unit 22to compensate for any reduced output from the ICE 14 as described above.In all, the reduced compressor out temperature 122 and supplementaltorque allow the power unit 10 to substantially maintain its overallpower output while removing the potentially damaging compressor outputtemperature hazard condition.

Once the real-time compressor out temperature 122 falls below apre-determined compressor temperature activation limit 150, theprocessor 86 is configured to return the turbocharger 18 to its initialoperating condition (e.g., the default configuration, described above).By doing so the motor 46 returns to the free wheel mode of operation,removing the load from the shaft 50. The supplemental power unit 22 mayalso stop applying torque to the crank shaft 36 once the power output ofthe ICE 14 returns to its anticipated level. In the illustratedimplementation, the compressor temperature activation limit 150 is lessthan the maximum temperature limit 146 (see FIG. 3); however inalternative implementations, the activation limit 150 and the maximumtemperature limit 146 may the same.

In other implementations, the processor 86 of the controller 26 isconfigured to monitor the real-time exhaust temperature 126 and adjustthe operating conditions of the power unit 10 when the exhausttemperature 126 exceeds a predetermined limit (see FIG. 4). To do so,the processor 86 receives a constant stream of data from the exhaustmanifold temperature sensor 106 indicating the real-time exhausttemperature 126. The processor 86 then compares the exhaust temperature126 to a pre-determined maximum exhaust temperature limit 154. If thedetected exhaust temperature 126 is less than the maximum exhausttemperature limit 154 the processor 86 is configured to permit theturbocharger 18 to continue to operate as is (e.g., in the defaultmode). However, if the detected real-time exhaust temperature 126 isgreater than the maximum exhaust temperature 154, a hazard conditionexists and the processor 86 is configured to enact a non-deratingcountermeasure to reduce the exhaust temperature 126.

In the illustrated implementation, the processor 86 enacts anon-derating countermeasure by switching the turbocharger 18 into thepower assist configuration. To do so, the processor 86 outputs signalsto the motor 46 instructing the motor 46 to change into the drive mode(described above). By doing so, the motor 46 supplements the torqueproduced by the turbine assembly 42 causing the shaft speed 118 of theshaft 50 to increase and the compressor assembly 38 to output a greatervolume of air to the intake manifold 30. This increase in airflow fromthe compressor assembly 38, in turn, increases the air/fuel ratio 130within the ICE 14 causing the exhaust temperature 126 to decrease.Depending on the specific control algorithms present, the magnitude ofthe supplemental torque provided by the motor 46 may be activelyadjusted allowing the processor 86 to actively control the shaft speed118 and the resulting air/fuel ratio 130.

Once the real-time exhaust temperature 126 falls below a pre-determinedexhaust temperature activation limit 158, the processor 86 is configuredto return the turbocharger 18 to its initial operating condition (e.g.,the default configuration, described above). By doing so the motor 46 isreturned to the free wheel mode of operation, removing the supplementaltorque applied to the shaft 50. In the illustrated implementation, theactivation limit 158 is less than the maximum exhaust temperature limit154 (see FIG. 4); however in alternative implementations, the activationlimit 158 and the maximum exhaust temperature limit 154 may be the same.

In other implementations, the processor 86 of the controller 26 isconfigured to monitor the real-time air/fuel ratio 130 and adjust theoperating conditions of the power unit 10 when the air/fuel ratio 130becomes too rich (e.g., the air/fuel ratio 130 becomes too low) and canproduce a smoke limited fueling situation (see FIG. 5). To do so, theprocessor 86 receives a constant stream of data from the air/fuel sensor110 indicating the real-time air/fuel ratio 130. The processor 86 thencompares the air/fuel ratio 130 to a pre-determined minimum air/fuelratio 162. If the detected air/fuel ratio 130 remains lean enough (e.g.,above the minimum air/fuel ratio 162) the processor 86 is configured topermit the turbocharger 18 to continue to operate as is (e.g., in thedefault mode). However, if the detected real-time air/fuel ratio 130becomes too rich (e.g., is less than or equal to the minimum air/fuelratio 130), a hazard condition exists and the processor 86 is configuredto enact a non-derating countermeasure to increase the air/fuel ratio130 within the ICE 14.

In the illustrated implementation, the processor 86 enacts anon-derating countermeasure by switching the turbocharger 18 into thepower assist configuration (see FIG. 5). As discussed above, theprocessor 86 does so by sending signals to the motor 46 instructing themotor 46 to change into the drive mode (described above). By doing so,the motor 46 supplements the torque produced by the turbine assembly 42causing the shaft speed 118 of the shaft 50 to increase and thecompressor assembly 38 to output a greater volume of air to the intakemanifold 30. The increase in airflow from the compressor assembly 38, inturn, increases the air/fuel ratio 130 within the ICE 14. Depending onthe specific control algorithms present, the magnitude of thesupplemental torque provided by the motor 46 may be actively adjustedallowing the processor 86 to actively control the shaft speed 118 andthe resulting air/fuel ratio 130.

Once the air/fuel ratio 130 rises above a pre-determined air/fuelactivation limit 166, the processor 86 is configured to return theturbocharger 18 to its initial operating condition (e.g., the defaultconfiguration, described above). By doing so the motor 46 is returned tothe free wheel mode of operation, removing the supplemental torqueapplied to the shaft 50. In the illustrated implementation, theactivation limit 166 is greater than the minimum air/fuel ratio 162 (seeFIG. 5); however in alternative implementations, the activation limit166 and the minimum air/fuel ratio 162 may be the same.

In other implementations, the processor 86 of the controller 26 isconfigured to monitor the ambient air pressure 170 via the ambient airpressure sensor 116 and adjust the operating conditions of the powerunit 10 when the ambient air pressure 170 drops below a predeterminedlimit. This process can be used to compensate for changes in barometricpressure and/or operating elevation (e.g., the elevation at which thepower unit 10 is located). To do so, the processor 86 receives aconstant stream of data from the ambient air pressure sensor 116indicating the real-time ambient air pressure 170. In response to theambient air readings the processor 86 may place the turbocharger 18 inthe power assist configuration to supplement the rotation of thecompressor assembly 38 and compensate for the thinner air. In suchimplementations, the lower the ambient air pressure 170 the greater thesupplemental torque provided by the motor 46 to compensate.

In other implementations, the processor 86 of the controller 26 isconfigured to monitor the operating elevation and adjust the operatingconditions of the power unit 10 based at least in part on the detectedoperating elevation. To do so, the processor 86 receives a constantstream of data from an elevation detection source (e.g., either directlyvia a GPS unit or indirectly via the ambient air pressure sensor 116)indicating the real-time operating elevation and may place theturbocharger 18 in the power assist configuration to supplement therotation of the compressor assembly 38 and compensate for the thinnerair. In such implementations, the higher the operating elevation thegreater the supplemental torque provided by the motor 46 to compensate.

In still other implementations, the processor 86 may also be configuredto jointly monitor the operating elevation and the air/fuel ratio 130.In such implementations, the processor 86 may utilize the turbocharger18 to maintain the air/fuel ratio 130 at a pre-determined level andcompensate for higher operating elevations. To do so, the processor 86receives a constant stream of data from an elevation detection source(e.g., either directly via a GPS unit or indirectly via the ambient airpressure sensor 116) and the current air/fuel ratio 130 and maycompensate for the resultant lowering of the air/fuel ratio 130 byplacing the turbocharger 18 in the power assist configuration. By doingso, the boost provided by the turbocharger 18 compensates for thethinning air at higher elevations allowing the air/fuel ratio 130 to bemaintained at the pre-determined level. By doing so, the turbocharger 18is able to maintain the air/fuel ratio 130 above a lower threshold athigher operating elevations (e.g., the elevation where the lowerthreshold is reached is higher). As such, the ICE 14 can operate in morelocations and conditions. More specifically, the processor 86 isconfigured to increase the level of boost output by the turbocharger 18(e.g., increase the rotational speed of the compressor wheel 66 relativeto the compressor housing 62) as the air/fuel ratio 130 drops and/or asthe operating elevation increases.

In some implementations, the processor 86 of the controller 26 isconfigured to monitor the operating temperature 178 of the EATS 82 andadjust the operating conditions of the power unit 10 when the EATSoperating temperature 178 drops below the optimized range (see FIG. 6).To do so, the processor 86 receives a constant stream of data from anEATS operating temperature sensor 182 indicating the real-time operatingtemperature 178 of the EATS 82. The processor 86 then compares theoperating temperature 178 to a pre-determined minimum operatingtemperature 182. If the operating temperature 178 is greater than theminimum operating temperature 186, the processor 86 is configured topermit the turbocharger 18 to continue operating in the defaultconfiguration (see FIG. 6). However, if the detected operatingtemperature is less than or equal to the minimum operating temperature186, a hazard condition exists and the processor 86 is configured enacta non-derating countermeasure to increase the operating temperature.

In the illustrated implementation, the processor 86 enacts anon-derating countermeasure in response to the low operating temperatureby switching the turbocharger 18 into the power harvestingconfiguration. As described above, the processor 86 does so by sendingsignals to the motor 46 instructing the motor 46 to change into thegenerator mode (described above). By doing so, the motor 46 begins toresist the rotation of the shaft 50 thereby reducing the shaft speed118. This reduction in speed causes the compressor assembly 38 toexhaust less compressed air into the ICE 14, decreasing the air/fuelratio. The decrease air/fuel ratio, in turn, causes the exhausttemperature to increase. Finally, the increase in exhaust temperaturecauses a similar increase in the operating temperature of the EATS 82.Depending on the specific control algorithms present, the magnitude ofthe resisting force exerted by the motor 46 onto the shaft 50 may beactively adjusted by the processor 86. As such, the processor 86 is ableto actively adjust the rate at which the shaft 50 decelerates and theoperating temperature increases.

Once the real-time operating temperature 178 rises above the minimumactivated operating temperature 186, the processor 86 is configured toreturn the turbocharger 18 to its initial operating conditions (e.g.,the default configuration, described above).

In some implementations, the processor 86 of the controller 26 isconfigured to monitor the real-time cylinder pressure 134 of the ICE 14and adjust the operating conditions of the power unit 10 when cylinderpressure 134 exceeds a predetermined limit. To do so, the processor 86receives a constant stream of data from the cylinder pressure sensor 114indicating the real-time cylinder pressure 134 of the ICE 14. Theprocessor 86 then compares the real-time cylinder pressure 134 to apre-determined maximum cylinder pressure 200. If the real-time cylinderpressure 134 is less than the maximum cylinder pressure 200, theprocessor 86 is configured to permit the turbocharger 18 to continueoperating in the default configuration (see FIG. 7). However, if thedetected real-time shaft speed 118 is greater than or equal to themaximum rotational limit 138, a hazard condition exists and theprocessor 86 is configured enact a non-derating countermeasure to reducethe cylinder pressure.

In the illustrated implementation, the processor 86 enacts anon-derating countermeasure in response to the hazard condition byswitching the turbocharger 18 into the power harvesting configuration asdescribed above. Once in the generator mode, the motor 46 resists therotation of the shaft 50 thereby reducing the shaft speed 118 andreducing the volume of air directed into the ICE 14 by the compressorassembly 38. This, in turn, reduces the cylinder pressure 134 within theICE 14. In the present implementation, the magnitude of the resistingforce exerted by the motor 46 onto the shaft 50 may be actively adjustedby the processor 86. As such, the processor 86 is able to activelycontrol cylinder pressure 134.

In addition to reducing the shaft speed 118, the motor 46 also produceselectrical energy, as described above. The generated energy, in turn, isdirected to the supplemental power unit 22 by the processor 86 causingthe supplemental power unit 22 to exert supplemental torque to the crankshaft 36 of the ICE 14 in the first direction A. By reducing the loadrequired by the ICE 14, the cylinder pressures 134 can still further bereduced.

Once the real-time shaft speed 118 falls below a cylinder pressureactivate pressure 204, the processor 86 is configured to return theturbocharger 18 to its initial operating conditions (e.g., the defaultconfiguration, described above). By doing so the motor 46 is returned tothe free wheel mode of operation, removing the resistance from the shaft50. The supplemental power unit 22 may also stop applying torque to thecrank shaft 36 once the power output of the ICE 14 returns to itsanticipated level. In the illustrated implementation, the rotationactivation limit 142 is less than the maximum rotational limit 138 (seeFIG. 2); however in alternative implementations, the rotation activationlimit 142 and the maximum rotation limit 138 may be the same.

FIG. 8 illustrates another implementation of the power unit 10′. Thepower unit 10′ is substantially similar to the power unit 10 shown inFIG. 1. As such, only the difference will be discussed herein.

The power unit 10′ includes an EAS 16′ that includes an electricallyassisted compressor 20′ in operable communication with the intakemanifold 30′ of the ICE 14′. The compressor 20′ includes a compressorassembly 38′, a motor-generator unit 46′, a shaft 50′ in operablecommunication with the compressor assembly 38′ and the motor-generatorunit 46′. During use, the controller 26′ is configured to send signalsto the motor-generator 46′ causing it to drive the compressor wheel 66′of the compressor assembly 38′ relative to the compressor housing 62′via the shaft 50′. The rotation, in turn, causes the compressor assembly38′ to direct air into the intake manifold 30′ of the ICE 14′.

The controller 26′ of the power unit 10′ is configured to operate thecompressor 20′ in much the same way the controller 26′ operates theturbocharger 18, described above. More specifically, the controller 26′is configured to operate the compressor 20′ to overcome hazardconditions generally corresponding to high exhaust manifoldtemperatures, low air/fuel ratios, and ambient air compensation asdescribed above.

FIGS. 9-13 illustrate another implementation of the EAS 16″. The EAS 16″is substantially similar to the EAS 16′ shown in FIG. 8. As such, onlythe differences will be discussed herein. The EAS 16″ includes acompressor assembly 300″ in operable communication with the intakemanifold 30, a motor 304″, and a bypass valve assembly 308″.

The compressor assembly 300″ of the EAS 16′ includes a compressorhousing 312″ with an inlet 320″ and an outlet 324″, and a compressorwheel 316″ positioned within and rotatable with respect to thecompressor housing 312″. The compressor wheel 316″ is mounted to andsupported by the motor 46″ such that activating the electric motor 46″(e.g., causing the motor 46″ to rotate) causes the compressor wheel 316″to rotate relative to the compressor housing 312″. As shown in FIG. 11,the outlet 324″ of the compressor housing 312″ is open to and in fluidcommunication with the intake manifold 30.

During operation, the compressor assembly 300″ is operable in a drivenmode and a non-driven mode. In the driven mode, the motor 304″ isactivated by the controller 26″ causing the motor 304″ to rotate thecompressor wheel 316″ relative to the compressor housing 312″. Byrotating the compressor wheel 316″, the compressor assembly 300″ drawsair into the compressor housing 312″ through the inlet 320″, compressesthe air, and exhausts the resulting compressed air via the outlet 324″.At a fixed engine speed, the flow rate and pressure at which air isexhausted from the outlet 324″ is generally proportional to the speed atwhich the compressor wheel 316″ is rotating relative to the compressorhousing 312″, and therefore, the speed at which the electric motor 46″is driven. As such, the faster the controller 26″ instructs thecompressor wheel 316″ to rotate during the driven mode, the greater theair flow and air pressure directed into the intake manifold 30. In thenon-driven mode, the motor 304″ is not activated by the controller 26″and therefore the compressor wheel 316″ is not actively driven relativeto the compressor housing 312″. In the non-driven mode, no air isactively drawn into the inlet 320″, compressed, or exhausted through theoutlet 324″.

The bypass valve assembly 308″ of the EAS 16″ includes a body 330″ atleast partially defining a bypass or passageway 334″ therethrough. Thepassageway 334″, in turn, includes a first end 338″ open to and in fluidcommunication with the inlet 320″ of the compressor assembly 300″, and asecond end 342″ open to and in fluid communication with the outlet 324″of the compressor assembly 300″. The valve assembly 308″ also includes avalve 346″ at least partially positioned within the passageway 334″ ofthe body 330′ and configured to influence the flow of gasses through thepassageway 334″. The valve assembly 308″ is adjustable between an openconfiguration (see FIG. 10), in which the first end 338″ is in fluidcommunication with the second end 342″ via the passageway 334″, and aclosed configuration (see FIG. 9), in which the first end 338″ is not influid communication with the second end 342″ via the passageway 334″. Asshown in FIG. 11, the first end 338″ of the passageway 334″ is also opento and in fluid communication with the intake manifold 30 of the ICE 14.

In the illustrated implementation, the valve 346″ of the valve assembly308″ includes a pair of gate members 350 a″, 350 b″, each of which arepivotable relative to the body 330″ between a closed position, in whicheach gate member 350 a″, 350 b″ is oriented substantially perpendicularto the passageway 334″ and forms a seal with the sidewall 354″ of thepassageway 334″, and an open position, in which the gate members 350 a″,350 b″ are not perpendicular to the passageway 334″ (e.g., angled towardthe second end 342″) such that the gate members 350 a″, 350 b″ do notform a seal with the sidewall 354″ and allow the flow of gasses throughthe passageway 334″.

The valve 346″ also includes a biasing member 358″ (e.g., a spring)configured to bias each of the gate members 350 a″, 350 b″ toward theclosed position. More specifically, the biasing member 358″ isconfigured to output a pre-determined level of biasing force such thatthe gate members 350 a″, 350 b″ will pivot from the closed positiontoward the open position when a predetermined pressure differentialexists across the valve 346″.

The valve assembly 308″ also includes an actuator 362″ in operablecommunication with the valve 346″ and configured to selectively move thevalve 346″ between the open configuration and the closed configuration.More specifically the actuator 362″ actively pivots each of theindividual gate members 350 a″, 350 b″ within the passageway 334″between the open and closed positions. As shown in FIGS. 9 and 10, theactuator 362″ is in operable communication with and actively controlledby the controller 26″ such that the controller 26″ outputs signals tothe actuator 362″ causing the valve 346″ to move between the openposition and the closed position.

During operation, the EAS 16″ is operable in a boosted mode (see FIG.11), a non-boosted mode (see FIG. 12), and a recirculation mode (seeFIG. 13). When operating in the boosted mode, the actuator 362″ placesthe valve assembly 308″ in the closed configuration (e.g., by pivotingthe gate members 350 a″, 350 b″ into the closed position) while thecompressor assembly 300″ operates in the driven configuration. By doingso, the entire volume of air entering the EAS 16″ flows along a firstflowpath A and is directed into the inlet 320″ of the compressorassembly 300″. After entering the compressor assembly 300″, the air iscompressed and exhausted through the outlet 324″ into the intakemanifold 30 for subsequent use by the ICE 14 (described above). Theboosted mode allows the controller 26″ to boost or supplement the flowof air into the ICE 14 using the EAS 16″ by controlling the speed atwhich the compressor wheel 316″ is rotated relative to the compressorhousing 312″ (e.g., via the motor 304″).

When operating in the non-boosted mode the actuator 362″ places thevalve assembly 308″ in the open configuration (e.g., by pivoting thegate members 350 a″, 350 b″ into the open position) while the compressorassembly 300″ operates in the non-driven mode. By doing so, the entirevolume of air entering the EAS 16″ flows along a second flowpath B whereit flows through the passageway 334″ in a first direction D (e.g., fromthe first end 338″ toward the second end 342″) and into the intakemanifold 30, bypassing the compressor assembly 300″. This configurationis used when no supplemental boost is needed by the ICE 14 and theairflow entering the EAS 16″ is sufficient for ICE 14 operations.

When operating in the bypass mode the actuator 362″ places the valveassembly 308″ in the open configuration (e.g., pivots the gate members350 a″, 350 b″ into the open position) while the compressor assembly300″ operates in the driven mode. By doing so, a recirculating flow iscreated whereby air entering the EAS 16″ (airflow C) is directed intothe inlet 320″ of the compressor 300″. The airflow C is then compressed,as described above, and increases in temperature. The compressed andheated air is then exhausted through the outlet 324″ where the airflowis split into two portions. A first flow portion C1 flows into the ICE14 via the intake manifold 30 while a second flow portion C2recirculates through the passageway 334″ in a second direction Eopposite the first direction D (e.g., from the second end 342″ towardthe first end 338″ and from the outlet 324″ toward the inlet 320″) andback toward the inlet 320″ of the compressor 300″. The second flowportion C2 then merges with fresh air entering the EAS 16″ (e.g.,airflow C). The combined flow, now pre-heated from the energy containedin the second portion C2, is directed into the inlet 320″ of thecompressor assembly 300″ where the combined flow is compressed andheated even further. This heating capability helps elevate the operatingtemperature in the power unit 10 to overcome cold-start conditions.

Furthermore, by allowing a portion of the airflow to recirculate throughthe compressor 300″ (e.g., first flow portion C2), the EAS 16″ can avoidcompressor surge conditions within the compressor 300″. Morespecifically, by providing a passageway 334″ for air to flow aside frominto the ICE 14, the volumetric flow rate through the compressor 300″(e.g., the compressor flow rate) can be larger than the volumetric flowrate into the ICE 14 (e.g., the ICE flow rate) while maintaining aclosed intake system.

Illustrated in FIGS. 11-13, the processor 86″ of the controller 26″ isconfigured to operate as described above regarding the detection of andresponse to potentially damaging attributes without causing de-rates inthe ICE 14. Furthermore, the processor 86″ is configured to receivesignals from the one or more sensors, input the received informationinto one or more predetermined control algorithms to determine when a“cold-start” condition exists, and output signals to the EAS 16″ toaddress the cold-start condition. More specifically, the processor 86″is configured to output signals to the EAS 16″ placing it in therecirculation mode whereby recirculating at least a portion of theintake airflow through the compressor assembly 300″ pre-heats the intakeairflow before entering the ICE 14. The recirculating airflow alsoallows the compressor assembly 300″ to avoid potential surge conditionsby permitting a portion of the volume of air flowing through the EAS 16″to recirculate through the compressor assembly 300″. By doing so, thecompressor flow rate can be larger than the ICE flow rate duringoperation. After the cold-start or hazard condition is detected, thecontroller 26″ is configured to return the EAS 16″ and/or ICE 14 to itsnormal operating conditions.

The controller 26″ of the power unit 10′ includes an engine temperaturesensor 366″ configured to output a signal corresponding to the ICE 14operating temperature. More specifically, the engine temperature sensor366″ is generally associated with the water temperature of the ICE 14,however in alternative implementations other temperatures associatedwith the ICE 14 may be used.

The controller 26′ of the power unit 10′ also includes an inlet pressuresensor 370″ configured to output a signal corresponding to the gaspressure level at the inlet 320″ of the compressor assembly 300″.

The controller 26′ of the power unit 10′ also includes a compressor flowsensor 374″ configured to output a signal corresponding to thevolumetric flow rate of gasses through the compressor housing 312″.

While, in the illustrated implementation, each of the above sensors366″, 370″, 374″ are physical sensors, in alternative implementationseach of the sensors associated with the power unit 10′ may be virtual innature and be modeled based on algorithmic calculations and alternativedata types.

In some implementations, the processor 86′ is configured to monitor thereal-time ICE 14 operating temperature (e.g., as output by the enginetemperature sensor 366″) and adjust the operating conditions of the EAS16″ when the operating temperature is below a predetermined limit. To doso, the processor 86″ receives a constant stream of data from the enginetemperature sensor 366″ indicating the real-time engine operatingtemperature. The processor 86″ then compares the real-time engineoperating temperature with a pre-determined minimum engine operatingtemperature limit. If the detected real-time temperature is greater thanthe pre-determined minimum temperature the processor 86″ is configuredto permit the EAS 16″ to continue to operate as is (e.g., in either theboosted or non-boosted modes). However, if the detected real-time engineoperating temperature is less than the minimum engine operatingtemperature, a cold-start condition exists and the processor 86″ isconfigured to place the EAS 16″ in the recirculating mode. As describedabove, by placing the EAS 16″ in the recirculating mode the EAS 16″ isable to increase the heat within the power unit 10 more rapidly andincrease the engine operating temperature beyond the minimum thresholdrequired for normal starting conditions.

In other implementations, the processor 86″ is configured to monitor thereal-time inlet air pressure at the compressor 300″ and adjust theoperating conditions of the power unit 10 when the inlet air pressureexceeds a predetermined limit. To do so, the processor 86″ receives aconstant stream of data from the inlet pressure sensor 370″ indicatingthe real-time inlet air pressure at the compressor 300″. The processor86″ then compares the real-time inlet pressure to a pre-determinedmaximum inlet pressure limit. If the detected real-time inlet pressureexceeds the maximum limit, a cold-start or hazard condition exists andthe processor 86″ is configured to place the EAS 16″ in therecirculating mode.

In still other implementations, the processor 86″ is configured tomonitor the real-time compressor flow rate and adjust operatingconditions of the power unit 10 when the compressor flow rate dropsbelow a predetermined minimum limit. To do so, the processor 86″receives a constant stream of data from the compressor flow sensor 374″indicating the real-time compressor flow rate. The processor 86″ thencompares the real-time compressor flow rate to the pre-determinedminimum compressor flow rate. If the detected real-time compressor flowrate drops below the pre-determined minimum, a cold-start or hazardcondition exists and the processor 86″ is configured to place the EAS16″ in the recirculating mode.

In still other implementations, the processor 86″ is configured tomonitor the compressor pressure/airflow ratio (e.g., defined as thecompressor flow rate divided by the compressor inlet pressure) andadjust the operating conditions of the power unit 10 when thepressure/airflow ratio is outside the desired range. To do so, theprocessor 86″ receives a constant stream of data from the compressorflow sensor 374″ and the inlet pressure sensor 370″. The processor 86″then calculates the pressure/airflow ratio using the collected data andinputs the resulting pressure/airflow ratio into a compressor data map.If the results fall within a pre-determined operating envelope, theprocessor 86″ allows the EAS 16″ to continue operating as is. However,if the results from the compressor data map fall outside thepre-determined operating envelope (e.g., are “off the map”) theprocessor 86″ is configured to place the EAS 16″ in the recirculatingmode.

In still other implementations, the processor 86″ is configured tomonitor the operation of the starter motor 40 (see FIG. 1) and adjustthe operating conditions of the EAS 16″ based at least in part onwhether the starter motor 40 is operating. To do so, the processor 86″is in operable communication with the starter motor 40 and receives asignal when the starter motor 40 is being operated (e.g., activelyrotating the crank shaft 36). When such a signal is present, theprocessor 86″ may adjust the EAS 16″ into the recirculation mode.

The invention claimed is:
 1. An intake system for use with an internalcombustion engine having one or more cylinders, the intake systemcomprising: a compressor assembly having an inlet and an outlet, andwherein the outlet is configured to be open to and in fluidcommunication with at least one of the one or more cylinders; apassageway extending between and in fluid communication with the inletand the outlet and configured to direct a first flow of gasses; and acontroller in operable communication with the compressor assembly,wherein the intake system is operable in a first mode in which themajority of gasses of the first flow of gasses flow through thepassageway toward the outlet, and a second mode in which the majority ofgasses of the first flow of gasses flow through the passageway towardthe inlet.
 2. The intake system of claim 1, further comprising a valvein operable communication with the passageway and the controller,wherein the valve is adjustable between an open configuration in whichthe first flow of gasses may flow through the passageway, and a closedconfiguration in which the first flow of gasses cannot flow through thepassageway.
 3. The intake system of claim 2, wherein the valve is in theopen configuration during the first mode and the second mode.
 4. Theintake system of claim 2, wherein the intake system is operable in athird mode in which the valve is in a closed configuration.
 5. Theintake system of claim 1, wherein the compressor assembly is adjustablebetween an activated configuration and a deactivated configuration, andwherein the compressor assembly is in the activated configuration duringthe second mode.
 6. The intake system of claim 5, wherein the compressorassembly is in the deactivated configuration during the first mode. 7.The intake system of claim 5, wherein the internal combustion engineincludes a starter motor, and wherein the starter motor is activatedduring the second mode.
 8. The intake system of claim 4, wherein thecompressor assembly is adjustable between an activated configuration anda deactivated configuration, and wherein the compressor assembly is inthe activated configuration during the third mode.
 9. An intake systemfor use with an internal combustion engine having one or more cylinders,the intake system comprising: a compressor assembly having an inlet andan outlet, and wherein the outlet is configured to be in fluidcommunication with at least one of the one or more cylinders, whereinthe compressor is adjustable between an activated configuration and adeactivated configuration; and a passageway extending between and influid communication with the inlet and the outlet, the passageway havinga first end proximate the inlet and a second end proximate the outlet; avalve in operable communication with the passageway, wherein the valveis adjustable between an open configuration in which gasses may flowthrough the passageway, and a closed configuration in which gassescannot flow through the passageway, and wherein the valve includes abiasing member configured to bias the valve into the closedconfiguration, wherein the biasing member is configured to allow thevalve to change from the closed configuration to the open configurationwhen a predetermined pressure differential exists across the valve; anda controller in operable communication with the compressor assembly andthe valve, wherein the intake system is operable in a boostedconfiguration, in which the first flow of gasses is directed to the atleast one of the one or more cylinders of the internal combustionengine, a non-boosted configuration, in which the compressor assembly isin the deactivated configuration, and a recirculation configuration, inwhich the first flow of gasses is directed toward the at least one ofthe one or more cylinders of the internal combustion engine and to theinlet of the compressor assembly.
 10. The intake system of claim 9,wherein the controller is configured to detect when a cold-startcondition exists, and wherein the controller outputs signals to placethe intake system in the recirculation configuration in response to thedetection of the cold-start condition.
 11. The intake system of claim 9,wherein the valve is in the closed configuration in response to theintake system being in a boosted configuration.
 12. The intake system ofclaim 9, wherein the passageway has a second flow of gasses flowingtherethrough, and wherein the second flow of gasses is directed towardthe at least one of the one or more cylinders of the internal combustionengine in response to the intake system being in the non-boostedconfiguration.
 13. The intake system of claim 12, wherein the secondflow of gasses is directed toward the inlet of the compressor assemblyin response to the intake system being in the recirculatingconfiguration.
 14. An intake system for use with an internal combustionengine having one or more cylinders, the intake system comprising: acompressor assembly having an inlet and an outlet, and wherein theoutlet is configured to be in fluid communication with at least one ofthe one or more cylinders, wherein the compressor is adjustable betweenan activated configuration and a deactivated configuration; a passagewayextending between and in fluid communication with the inlet and theoutlet, the passageway having a first end proximate the inlet and asecond end proximate the outlet; and a valve in operable communicationwith the passageway, wherein the valve is adjustable between an openconfiguration in which gasses may flow through the passageway, and aclosed configuration in which gasses cannot flow through the passageway,wherein the valve is configured to adjust from the closed configurationto the open configuration in response to a pressure differential acrossthe valve exceeding a predetermine minimum value, and wherein the valveis configured to adjust from the closed configuration to the closedconfiguration in response to the pressure at the first end exceeding thepressure at the second end by a predetermined amount.
 15. The intakesystem of claim 14, further comprising an actuator in operablecommunication with the valve and a controller in operable communicationwith the actuator, and wherein the actuator is configured to adjust thevalve between the open configuration and the closed configurationindependent of the pressure differential across the valve.